EP0524450B1 - Verfahren zur Steuerung des Betätigungsdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes - Google Patents

Verfahren zur Steuerung des Betätigungsdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes Download PDF

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Publication number
EP0524450B1
EP0524450B1 EP92110853A EP92110853A EP0524450B1 EP 0524450 B1 EP0524450 B1 EP 0524450B1 EP 92110853 A EP92110853 A EP 92110853A EP 92110853 A EP92110853 A EP 92110853A EP 0524450 B1 EP0524450 B1 EP 0524450B1
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EP
European Patent Office
Prior art keywords
pressure
value
rotational speed
dnmot
dnmotmax
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92110853A
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German (de)
English (en)
French (fr)
Other versions
EP0524450A2 (de
EP0524450A3 (en
Inventor
Willi Seidel
Joseph Petersmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6436943&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0524450(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0524450A2 publication Critical patent/EP0524450A2/de
Publication of EP0524450A3 publication Critical patent/EP0524450A3/de
Application granted granted Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed

Definitions

  • the gear stage is changed by actuating certain actuators, such as clutches and brakes.
  • the hydraulically operated actuators establish the frictional connection between certain gear wheel sets and a drive machine of the motor vehicle or the housing of the transmission.
  • the actuators are alternatively connected to a pressure-controlled hydraulic circuit or a pressure sink via electromagnetic switching valves.
  • the control unit also controls, depending on the operating parameters, an electromagnetically operated pressure control valve, by means of which a pressure medium can be fed into the hydraulic circuit from a pressure source. A certain operating parameter-dependent pressure in the hydraulic circuit is adjusted by means of the pressure control valve.
  • the switching valve, the lines carrying the pressure medium downstream of the valve and the actuator itself have, due to the principle, a variable filling volume which is not negligible, is subject to production variations or is dependent on operating parameters or is dependent on aging.
  • the actuating element is to be supplied with a variable actuating volume of the pressure medium which is necessary for executing a required actuating movement, which is subject to production variations or is dependent on operating parameters or is dependent on aging.
  • an actuator to be controlled empties relatively quickly, so that the power transmission is interrupted almost immediately; since a significant flow of force is not yet present in the actuator to be actuated due to the longer filling time, the flow of force between the engine and the transmission output can thus be interrupted as a whole.
  • the speed of the prime mover may therefore drop during the filling time of the actuator up to idle speed.
  • the filling time could be shortened by further increasing the pressure set during the gear change. However, this results in a significantly poorer shifting comfort, since the clutches or brakes then close very quickly. This is noticeable through a more or less strong jerk in the drive train and not least in the longitudinal dynamics of the entire vehicle.
  • an adaptive shift pressure control for automatic transmissions in which in order to overcome the empty paths in the actuating element of the transmission, a filling pulse is applied to them.
  • the filling pulse is adapted by changing the time during which the filling pulse is active. To set this period of time, a check is carried out to determine the delay with which the input speed of the transmission changes after initiating a gear change. This delay is compared with a target value and in the event of deviations the duration of the filling pulse is changed accordingly.
  • a pressure p (t) in a hydraulic circuit of an electrohydraulically controlled multi-speed transmission is shown in a diagram over time (t).
  • a pressure medium is fed from a pressure source into a hydraulic circuit via an electromagnetically operated pressure control valve.
  • the pressure regulating valve is controlled via an electronic control unit, which records or simulates these operating parameters.
  • the pressure control valve can be designed as a proportional valve or as a proportionally acting, clocked operated valve or as a comparable pressure control device.
  • Switching valves are also controlled via the control unit, via which certain actuators or switching elements of the transmission, such as brakes or clutches, can alternatively be connected to the pressure-carrying hydraulic circuit or a pressure sink (sump).
  • the pressure in the hydraulic circuit is adjusted to an operating parameter-dependent normal pressure pn in normal operation of the transmission with an engaged gear stage; the level of the normal pressure pn is set in such a way that the actuator (s), which is active at the currently selected gear stage, safely transmits the drive torque of a drive machine upstream of the transmission for wheel drive without slippage.
  • a slightly increased pressure pgw is set during the change of the gear stage via the pressure regulating valve, so that the actuators move their corresponding actuation path in a certain time (from the time t0 at the beginning to the time t e am End of gear change).
  • the switching valves, the lines carrying the pressure medium downstream of the valve and the actuator itself have a filling volume that should not be neglected, which is usually subject to production variations and can be due to aging and generally varies depending on the operating parameters.
  • the actuator must be supplied with a certain actuation volume in order to carry out a required actuating movement are, which may also be subject to production variations and is dependent on operating parameters and also changes due to wear and aging in the course of the operation of the motor vehicle.
  • the control unit Under certain operating conditions of the motor vehicle, for example in the case of downshifts (increasing the transmission ratio) when the motor vehicle is coasting, the control unit, due to the no-load condition, sets the normal pressure pn or the slightly increased pressure pgw relatively low. While the actuators of the gear stage to be taken out are depressurized relatively quickly, the pressure in the actuators builds up relatively slowly when actuated from the depressurized state due to the not to be neglected filling volume or actuating volume and the lower pressure in the hydraulic circuit, so that it is shown in FIG 2 there is a decrease (immersion) in the engine speed after the start of the gear change at t0. Only from time t s , when the actuators are filled, does the engine speed nmot (t) increase again.
  • the amount of pressure adjustment pa of the basic value ps is limited here by a calculated value, which results when all systems are at the worst case system limits (gear parts at the tolerance limit, actuators almost worn out).
  • the setting of the increased pressure is only possible with downshifts in overrun mode, i.e. in the no-load condition, necessary.
  • the pressure level of the filling pulse pg is preferably speed-dependent.
  • the speed range of the internal combustion engine is divided into areas to simplify the control and a certain pressure level is assigned to the filling pulse pg per area.
  • the pressure level of the filling pulse can be differentiated according to the gear steps to be changed, since the filling and actuation volumes of the individual gear steps to be selected are generally different.
  • the filling pulse pg to be output can be stored separately according to the basic value ps and pressure adjustment pa, so that the basic values only have to be specified once when the control unit is programmed and only the values of the pressure adjustment pa are continuously adapted or renewed during operation of the motor vehicle.
  • the values for basic value ps and pressure adjustment pa are preferably stored in the control unit in the form of tables.
  • the factor kpa is a proportional factor.
  • the temporal limitation of the filling pulse pg results from the time difference between the times t0 and t s , ie from the start of the circuit until the minimum immersion speed nmotmin is reached.
  • the adjustment of the filling pulse pg shown in this way finally results in the desired predetermined movement sequence of the drive machine.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP92110853A 1991-07-25 1992-06-26 Verfahren zur Steuerung des Betätigungsdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes Expired - Lifetime EP0524450B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4124603 1991-07-25
DE4124603A DE4124603A1 (de) 1991-07-25 1991-07-25 Verfahren zur steuerung des betaetigungsdrucks in einem stellglied eines elektrohydraulisch gesteuerten kraftfahrzeuggetriebes

Publications (3)

Publication Number Publication Date
EP0524450A2 EP0524450A2 (de) 1993-01-27
EP0524450A3 EP0524450A3 (en) 1993-10-20
EP0524450B1 true EP0524450B1 (de) 1996-02-07

Family

ID=6436943

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92110853A Expired - Lifetime EP0524450B1 (de) 1991-07-25 1992-06-26 Verfahren zur Steuerung des Betätigungsdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes

Country Status (4)

Country Link
US (1) US5335567A (enrdf_load_stackoverflow)
EP (1) EP0524450B1 (enrdf_load_stackoverflow)
JP (1) JP3352720B2 (enrdf_load_stackoverflow)
DE (2) DE4124603A1 (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1953424A2 (de) 2007-01-31 2008-08-06 Voith Patent GmbH Verfahren zur Steuerung des Schaltdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3242494B2 (ja) * 1993-06-03 2001-12-25 トヨタ自動車株式会社 自動変速機の変速制御装置
GB2286641B (en) * 1994-02-17 1998-01-07 Acg France Method and apparatus for controlling a gear change in an automatic transmission
DE19601555B4 (de) * 1995-01-18 2004-07-15 Mitsubishi Jidosha Kogyo K.K. Gangänderungssteuerungsvorrichtung für ein Automatikgetriebe
JPH08240260A (ja) * 1995-03-03 1996-09-17 Toyota Motor Corp 自動変速機の変速制御装置
JP3467923B2 (ja) * 1995-08-28 2003-11-17 ジヤトコ株式会社 自動変速機のダウンシフト油圧制御装置
DE19531675A1 (de) * 1995-08-29 1997-03-06 Voith Gmbh J M Verfahren zum Betreiben eines Fahrzeuggetriebes
DE19643305A1 (de) * 1996-10-21 1998-04-23 Zahnradfabrik Friedrichshafen Verfahren zur Bestimmung von Kenngrößen eines Automatgetriebes
DE19852374A1 (de) * 1998-11-13 2000-05-18 Bayerische Motoren Werke Ag Verfahren zum Steuern einer Kupplung eines automatischen Getriebes
DE10249341A1 (de) * 2002-10-23 2004-05-06 Zf Friedrichshafen Ag Druckregelungsvorrichtung für ein Betätigungsmittel eines Kraftfahrzeuges
JP2007198438A (ja) * 2006-01-24 2007-08-09 Toyota Motor Corp 車両の制御装置および車両

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3436190C2 (de) * 1984-10-03 1995-06-22 Bosch Gmbh Robert Einrichtung zur elektronischen Steuerung eines automatischen Fahrzeuggetriebes
US4707789A (en) * 1985-11-29 1987-11-17 General Motors Corporation Adaptive direct pressure shift control for a motor vehicle transmission
JPS62159842A (ja) * 1986-01-07 1987-07-15 Toyota Motor Corp 自動変速機の油圧制御装置
JP2689417B2 (ja) * 1986-09-04 1997-12-10 日産自動車株式会社 自動変速機の変速シヨツク軽減装置
US5014575A (en) * 1987-07-30 1991-05-14 Mazda Motor Corporation Control systems for automatic transmissions
US5029087A (en) * 1989-07-24 1991-07-02 Ford Motor Company Electronic control system for controlling torque converter bypass clutches
EP0435377B1 (en) * 1989-12-26 1995-04-05 General Motors Corporation Method of controlling gear change in an automatic transmission
US5070747A (en) * 1989-12-26 1991-12-10 General Motors Corporation Adaptive powered downshift control of an automatic transmission
US4989477A (en) * 1990-01-11 1991-02-05 General Motors Corporation Double transition closed throttle downshift control in an automatic transmissions
US5188005A (en) * 1990-09-14 1993-02-23 Ford Motor Company Method and system for improving smoothness of shifts in an automatic transmission
US5079970A (en) * 1990-10-24 1992-01-14 General Motors Corporation Acceleration-based control of power-on downshifting in an automatic transmission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1953424A2 (de) 2007-01-31 2008-08-06 Voith Patent GmbH Verfahren zur Steuerung des Schaltdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes
DE102007005662A1 (de) 2007-01-31 2008-08-07 Voith Patent Gmbh Verfahren zur Steuerung des Schaltdrucks in einem Stellglied eines elektrohydraulisch gesteuerten Kraftfahrzeuggetriebes

Also Published As

Publication number Publication date
EP0524450A2 (de) 1993-01-27
DE4124603C2 (enrdf_load_stackoverflow) 1993-05-06
JPH05187533A (ja) 1993-07-27
DE59205282D1 (de) 1996-03-21
EP0524450A3 (en) 1993-10-20
US5335567A (en) 1994-08-09
DE4124603A1 (de) 1993-01-28
JP3352720B2 (ja) 2002-12-03

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